Internal-combustion engine.



A. J. MILLER. INTERNAL COMBUSTION ENGINE.

APPLIOA'II'ION FILED APR.27, 1908. Patented Dec. 1,

3 SHEETS-SHEET l.

A. J. MILLER. INTERNAL COMBUSTION ENGINE.

, APPLICATION FILED APR. 27, 1908.

Patented Dec. 1,1908. 8 SHEETS-SHEET 2.

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- flrji/zurJ Ml llcr 19i hi on A. J. MILLER. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 27, 1908. Dec. 1

3 SHEETS-SHEET 34 Xq I T /7 7 I I l i! warm/a I '47 2' u r 1 1 Icr IARTHIURYJ. MILLER, OF GRAND RAPIDS, MICHIGAN.

INTERNALLCOMBUSTION ENGINE.

Specification or Letters Patent.

' rammed-nee. 1, 190

Application filed April 27, 1908. Serial No. 429,566.

To all whom it may concern:

Be it known that I, ARTHUR J. MILLER, a citizen of the United States, residing at Grand Rapids, inthe county of Kent and State of Michigan, have invented certain new and useful Improvements in Engines, of which the following is a specification.

My invention relates to improvement in internal combustion engines, and its objects are: First, to provide a valve mechanism to this class of engines with which the valves are actuated by means of cams acting directly at the ends of thevalve stems, and without danger of pressingthe stem sidewise to cause it to become cramped in its bearing. Second, to so construct the valve mechanism in the cylinder head that the removal of the cylinder-head will remove all of the, valve connections and will leave the end of the cylinder open so that the piston may-be removed directly through the end of the cylin-- der without the necessity of removing the cylinder from its base. L Third, to so -construct the, piston and valve mechanism that the piston may travel to close proximity with the valvesand thus avert the necessity of heating a long distance of the upper end of the cylinder above the travel-of the piston and causing it to expand; much more at the upper end than it does at the center and lower end. -Fourth, to so construct the piston that the oil that is stored in the bottom of the base will be thrown'into the interior of'the 'iston and act as-an oil cooler therefor. by the several cylin ers of a multi-cylinder engine, together with a water jacket .ar-' ranged to allow of a free'flow of water entirely around each and every cylinder, may be cast in a single piece, and at the same time enable me to so construct the water jacket that it cannot be broken by the trans formation of water into ice inside the water jacket. anism illustrated in the accompanying, drawin ,inwhich:

- gure 1- s a sectional elevation of the en; gin'e on-theg'lineflt t of Fig. '2,

end elevation of the same shownpartly in Fig. 2 is ansection. Fig. 3 is a section of the cylinder head'andvalve cup ractically on the" line a; x of Fig. 4. Fig. 4 IS a transverse section of the cylinder head on the line y y of Fig 3'." Fig. 5 is an end view of the valve actuatingcams. Fig-6 is a side view of the same in position so that both valves will be held ing the frost protecting plate in place. '8 1s avertical section of the piston on the Fi th, to rovide a means where- I attain these objects by the mech-' elevation of a multiple cylinder engineshowline win of Fig. 1. Fig.9 is a sectional in the same position, closed. Fig, 7 is a side.

view of the multi-cylinder engine on'the'line a z z of 7 showing the circulation of water between the water jacket and the cyl-f inders and, also, the position of the frost prm tection plates, and Fig. 10 is a sectional view of the same on the line '0 'u of Fig. 9.

Similar letters and numerals refer to similar parts throughout the sevcralviews. These engines are constructed, preferably, upon the four cycle principle and I will proceed to describe the engine whollyupon this theory. 1

1 represents the cylinders and 2 represents the pistons that reciprocate in the cylinders; These. pistons are made cup upper surface, as indicated at 2, for they pur pose of allowing sufficient space between the lower surfaces of the valves 5 and 5"r'or the reception of suliicient gas from back of the;

valves 5 to expand, when ignited, sufficiently to'give full, strong impetus to the piston, and

shaped int'he the piston is made hollow from below, as

shown at a, to make plenty of room around the in s b and the upper end of the connecting 1'0 15 so that oiltaken up'by the cranks; 16" will be thrown into the piston far enough,

not only to insureperfect lubrication of the bearing of theupper end of the connecting rod 15 on the pin 14, but to thoroughly spray the entire inner surface of the piston and thus act as a cooling element for thefpi'ston. \iVith these engines it is designed to keepthe base B filled wlth oil as high up as the dotted line a, so that the cranks 16 and the lowerends of the connecting rods 15 will strike into, and spatter-the oil sufliciently to spat- ,ter the oil in a fine spray filling the entire base arid the lower eiids of the cylinders completely-and constantly when, the engines are running.

With a'four cycle engine the shaft 16 must make two complete revolutions, giving eachpiston four complete strokes for each ex 10- sion of gas. To timethe receptionor in ow seat 20, during the last half ofthefirstidown stroke of the iston so thatthe balance of the stroke wil formsufiicient offvacuum' in the cylinder to drawthe gas forcibly thro the supply pipe 19 and the port 24 into .of as, and the exhaust, properly, the valve V -5 s'iould be forced. 0 en, or .awayfromits I L cylinder, and the valve should close as the plston approaches'the end of this stroke so that the upward stroke of the pistonwill compress the gas fully before ignition takes place, and'the spark plug'27 should be so timed that a spark will be induced in the --cylinder as the piston starts on its second 4 will take place at the exact proper time to downward stroke so that the explosion of gas exercise the greatest possible exertion upon the piston, and as the piston approaches the end of its second downward stroke the exhaust valve 5 should be forced open for the free escape of the burned gas, and held open until the piston reaches very near the end 5' of itssecond upward stroke, when it should close and the valve 5 should'again open upon v the succeeding down stroke, as before, which action is repeated alternately so long as gas 20 (is supplied to the cylinder and properly ig- .nite

To properly actuatethevalves 5 and 5, as

hereinbefore set forth, I place an actuating shaft 6 in the bearings 12 within the case 28, and place cams 7 and-7 thereon in such positions that as the shaft 6 revolves the cam 7 will actuate the valve 5 and the cam 7 will actuate the valve 5 to force them downward at the proper times, as hereinbefore described, the connections being as follows: 'lhe valves are provided with valve stems 5 that-pass up through the long bearings 23, in-the valve cups, to a position just below the hub 6 of the cams and are held to position by the springs 8, or other suitable resilient support. When the spiral spring 8 is used I secure a cap 9 upon the upper end of the stem 5"for the sprlng to press against,

the tension of the springs. 8 to force the valves directly down without danger of pressing them sidewise, as would be the case if ,thecams came in direct contact with the ends of the valve stems. I have provided to-insure a smooth, noiseless action at these points, first, by so placing the springs 11 11 that they will press firmly against the cams 7 7 or their hubs 6, and, second, by

placing a wood fiber cap 10, or other insui lating cap, upon the upper ends of the valve stems, as indicated in Figs. 1, 3 and 6, so arranged that they will be in constant contact with the springs-11 11 so that no jar or The valve casings are frorm ll in the down ward extending body 4 of the cylinder heads and are provided withan intake port24 that in Fig. 1, before the flangeat the upper end of the cyhnder head comes in contact with the a cylinder.

i I provide for transmitting .motion to, and

properly timing the revolutions of the shaft 6 through the medium of the bevel gearing 12, the shaft '13 andthe worm gears 17, 18, the latter being made of a proper relative size and pitch of teeth-so that the shaft 16 will make exactly two revolutions while the shafts 13 and 6 are making one revolution, 7 which, with the cams 7-7 properly set upon.

the shaft 6, will insure the exact proper tim- 7 ing of the movement of the valves 5 and 5'.

It will be readily understood that with the depression 2 in the 'upper surface of the piston 2 I am enabled to use a much longer piston, a shorter cylinder, and to bring the u ward movement of the piston much nearer t e lower surfaces of the valves 5 5 than I could with a piston formed with a plain upper surface, thus economiz'ing in several ways in the construction and o eration of the engines.

In Figs. 1 and 8 have shown expansion, or packing rings a placed in the peripheral surface of the 'istons, and in Fig. 1 I have, also, shown 'pil ar blocks 21 for carrying the main shaft l6. e I

Thecold water circulation in this engine is arranged as follows: Water is presumed to flow into the water jacket through the pipe 25, and to flow out through the pipe 25 and to ass through the water chamber practical y as indicated by the arrows in Fig. 9, the water channel 3 being an open space entirely surroundingeachand everycylinder 1 in the en ine, as shown in Fig. 9, and is within'the jac ct or casing 3 which, as indicated in Figs. 1 and 10, is cast integral with the cylinders at the top and bottom. To cast this water j aoket and several cylinders in one piece re quires the use. of a very peculiarly formed core, and to provide for the placing and roper anchorage of this core I have left a broad and long opening through each side of the jacket, as shown in Figs. 7, 9 and 10, and I utilize these 0 enings to form an easily displaced wall in tie jacket by securing a thin piece of copper plate 26 in each of the 0 enings in sue a manner that if water is left in the channel 3 in'freezing weather the expansion of the water when just at the point of sudden motion can take place between the cams and the valve stems.

freezing will press the copper plates outward between the screws or other securing elements, so that the water will leak out before i it instead of breaking the cast iron case 3,

that erfect access may be had to the iston,

- may be made to actas a'conducting pipe to carry dripping oil from the bearing 22 to the bearing 22, said shaft being supported in these and the step bearing 22'. as shown in Figs. 1 and 2. i

lVith anengine-constructed as hereihbefore described, and as shown in the drawings, when the cylinder head 4 is removed it not only carries with it the entire valve and.

sparker mechanism of the engine, but it opens up the'top of the engine cylinder so and, If, desired, the iston maybe rea il y re moved throug'hsai o enin without the necessity of removing t e .cy inders from the base, and with the copper panels in the walls of the water jacket it is a simple matter to open the sides of the jacket and remove scale or 'dirt from the interior of the water jacket. I

, What I claim as new and desire to secure by Letters Patent of the United States, is:

1. In an internal combustion engine, cylinders having the internal diameter larger at the upper end than at workin part of the cylinders with an inclined shou der in each between the large and the small portions, a cylinder head having a rim and a body extending downward from the rim with a bearing formed thereon to engage the shoulder in the cylinders, and having cupped o nings for the ingress and egress of gas an the seating of inlet and exhaust valves, valves,

springs for holding the valves to position,

cams for pressing the valves directly downward, valve stems on the valves and springs between the cams and the upper ends of the valve stems.

2. In an internal combustion engine, a cylinder having the upper internal diameter larger than the working ortion and an inclined shoulder'between t e two ortions, a head havinga long depending bo y'fittedto form a gas tight joint upon the shoulder, and having cups drilled in and orts formed thereto, valves seated in sai cups, valve stems projecting through the heads, "springs for holding the valves to position, a cap upon the valve stem, an insulating cap above the first named cap, cams directly above the valve stems, a spring between each cam and its corresponding valve stem, and shafting and gears for actuating thecams and valves, as shown and described.

3. In an internal combustion engine, cylinders having the upper end large and a shoulder well down in the cylinder, a head having a body extending down to form a gas tight'joint on the shoulder and having cups drilled in for valve seats and orts for the ingress and egress of gas, va ves and valve stems mounted in said heads and actuated by cams and sprin s, spring lates secured at one end to the cy inder hea with the free ends between the cams and the ends of the valve stemsto avert sidewisestrain 

